Safety device for oil-injection engines



Nov. 29, 1927. 1,651,066

W. A. MORRISON A -SAFETYDEVICE FOR 011. INJECTION ENGINES INVENTOR.

W522i amHMoa won HISAT'T NEX 50 engine. in operation.

Patented Nov. 29, 1927. I

UNITED WILLIAM A: MORRISON, OI! EASTON, PENIISYLVANIA, ASSIGNOR TO INGERSOLL-RAN D COMPANY OFJ'ERSEY CITY, NEW JERSEY, A CORPORATION 01 NEW JERSEY.

sen-my nnvron non oni-rmno'rron anonms.

Application filed August 18, 1927. Serial No. 218,961.

1 This invention relates to fuel injection engines, but more particularly to a safety device adapted to be interposed in the fuel km of engines of this type.

One object of the invention is to automatically cut off the fuel supply to the engine whenever thepressure in the lubricating sup-, ply falls to a certain predetermined value.

Other objects will be in part obvious and 10 in part pointed out hereinafter.

In the drawings illustrating the invention and a practical application thereof,

Figure 1 is a side elevation of a fuel injection engine equipped with a device constructed in accordance with the practice of the invention, and

Figure 2 is an enlarged sectional view of the safety device showing the valve in position to permit the passage of fuel through the device to the engine,

Referring to the drawings, A designates enerally an engine of the injection type aving 1n this instance three cylinders B mounted on a base 0. D is a fuel supply tank from which leads a supply pipe E for conveying fuel to an oil filter box F mounted on the base C. The safety device G in this instance is attached to the oil filter box F and communicates with a fuel pump H- through a pipe J.

From the fuel pumgiH the fuel 1s con-- veyed through a pipe to a distributor L whereby it is distributed to the various cylinders B through pipes 'O. g

Suitable means are provided for starting the engine A under the influence of pressure fluid, such as compressed air. These means in the present instance comprise a compressor P communicating with a receiver tank Q 40 through a discharge pipe R In the con structlonshown, an air starting manifold S is mounted on the base C and communicates with the receiver tank Q through a pipe T and with the cylinders B through pipes U.

The manifold S ma-ybe provided with a suitable valve (not shown), but the position of which is indicated by a lever V whereby the valve may be manipulated for admitting pressure fluid into the cylinders to set the In accordance withthe present inventionthe device G comprises a casing W having a pair of chambers X and Y wh1ch communicate with each other through a bore 'Z in a wall I) betweensaidchamber's; The chamber Y constitutes an inlet chamber and communicates with thefuel filter through a connection a carrying at its outer end a flange (1 through which may extend bolts e whereby the casing W may be attached to the filter box F; Preferably, at the upper end of the chamber X isfor'med a connection fthrough which the fuelv may pass to the fuel pump through the pipe J w ereto the connection f is attached by means of bolts e. 7

At the entrance end ofthe bore Z is formed a valve seat 9 to cooperate with a valve h for controlling the admission of fuel from the chamber Y to the chamber X. The valve h in this instance is provided with a plurality of wings j which cooperate slid abl with the bore 0 for guiding the valve an above the wings j is formed a flange j. to which is attached'one end of a corrugated collapsible diaphragm is, the otherend of the diaphragm is in this instance being secured to a cover 0 which forms a closure for the chamber X. i

The ends of the diaphragm 7: may be suitably securedto the flange 7" and the cover 0 to prevent leakage of lubricant under pressure from the diaphragm, such lubricant bemg conveyed thereto through a pipe p leading from a lubricating pump q whereby lubricant under pressure is forced to the various relatively movable. surfaces of the en-' gine.

In order to insure prompt closing of the valve 72. whenever the pressure of the lubricant in the diaphragm 70 drops to a value at which it is considered unsafe to continue the operation of the engine, a spring 1- is disposed beneath the valve In and is seated with its lowermost end .on a spring seat s in a head t located at the lowermost end of the, casing W. The spring r is guided by a stem u carried by the valvegh and ris encircled by a corrugated collapsible diaphragm v secured at one end to the valve-l),- and at its other'end to the head at to seal the chamber Y. The spring seat a in this instance is threaded into the head t and is rovided with a bore 20 to receiveslidably a; lston rod a: threaded at its upper end into t e stem u.

Attached to the lowermost end of the piston rod w-is a piston which may consist of a on leather 2 slida ble in a cylinder 2 referab y formed integrally with the head t. In order to reinforce the cup leather 2, a washer the 4 may be disposed inside of the cup leather 3 for a similar purpose. The piston assembly in this instance is held on the rod :0 by means of the nut 5.

Pressure fluid for actuating the piston y is conveyed to the cylinder 2 through a pipe 6 connected at its opposite end to the air starting manifold S in such a manner that whenever the pressure fluid is admitted into the cylinders B, communication between ressure fluid supply and the cylinder 2 will also be opened for actuating the piston y, and thus opening the valve h. The operation of the device, briefly dethat the valve h is in the closed position, which it will occupy while the engine A is idle or during the absence of lubricant under pressure in the diaphragm is. If then, the lever V of the air starting manifold S be manipulated to admit pressure fluid into the cylinders B for starting the engine,a portion of pressure fluid will pass from the manifold S through the pipe 6 into the cyl inder 2and acting against the piston y will open the valve it simultaneously with the ad mission of pressure fluid into the engine A. It will thus be apparent that with the valve in the 0 en position an immediate supply of fuel Wlll be available for the requirements of the engine.

Prior to the time that combustion takes place in the engine, the piston 2 will beexposed to pressure fluid under full line pressure and will thus be held open by the force ofthe spring 7-. However, after combustion takes place in the cylinders B, communication between the air starting manifold and the engine will be out 01f as will also that between the manifold Sand the cylinder 2,

, thus trapping a certain amount of pressure fluid in the cylinder 2 to hold the valve it open until the engine approaches its rated raislng the pressure of the oil in the lubri-' catingsystem to a value which, when acting against the end of the flange j of the valve, will maintain the valve It in thevopen posi tion and will continue "to hold it thus as" long as such pressure in the lubricating sys tem exceeds that exerted by the spring r,-

and which pressure of course is one which it 1s con s1dered essential to maintain in the lubricating system.v If, however, as somescribed, is as follows: Let it be assumed times happens, the pressure in the lubricating system, and consequently in the diaphragm k, drops to a value at which it is considered unsafe to continue the operation of the engine A, the spring 1- will advance the valve it towards the seat 9 and as said valve approaches its seat, the suction created by the fuel flowing over the edge of the valve it through the bore Z will augment the force of the spring 1' and assist in closin the valve h. In this way the supply of uel to the engine will be out 01f, thus stopping the operation of the engine and preventing any damage thereto due to lack of lubricant.

I claim:

'1. In combination with an oil injection engine having a fuel supply pipe and a pressure lubricating system, a casing adapted to be interposed in the supply pipe, a valve in the casing controlling the flow of fuel through the casing and exposed to the pressure of said lubricating system for opening the valve, means formm a flexible connection between the lubricating system and the valve, a spring tending to close the valve, and pressure responsive means for holding the valve open until the value of the pressure in the lubricating system exceeds the force of the spring.

2. In combination with an oil injection engine having a-fuel supply pipe and a pres- .system, a .casing adapted sure lubricating to be interpose in the supply pipe, a valve in the casing controlling the flow of fuel through the casing and exposed to the pressure of said lubricating system for opening the valve, a corrugated diaphragm forming a-flexibleconnection between the lubricating system and the valve, a spring for closing the valve whenever the pressure in the lubricating system drops to a certain predetermined value, a spring seat threaded in the :casing 'for' adjusting the tension .of thespring, a cylinder, a piston in the cylinder connected to the valve, and a pipe connect ing the cylinder with a source of pressure fluid supply to actuate the piston for opening the valve and hold said valve openuntil the value of the pressure in the lubricating system exceeds the force of the spring.

3. In combination with an oil injection, engine having a fuel supplypipe and a pressure lubricating system, a casing adapted to be interposed in the supply pipe, a valve in the casing controlling the flow of fuel through the casing and exposed to the pressure of said lubricating system for opening 'the valve, a corrugated diaphragm forming a flexible connection between the lubricating system and the valve, a spring for closing the valve whenever the pressure in the lubricating system drops to a certain predetermined value, a spring seat threaded in .the casing for adjusting the tension of the spring, a cylinder beneath the casing, a pieton in the cylinder, :1 "rod connecting the piston to the valve,' said rod being slidable through the spring seat, and a pipe connecting the cylinder with a source of pressure fluid supply to actuate the piston for opening the valve and holding said valve open until the pressure in the lubricating szstem exceeds the force of the spring and t e suction of the fuel flowing over the edge of the valve.

In testimony whereof I have signed this specification.

' WILLIAM A. MORRISON. 

